Inline electromechanical variable transmission system

ABSTRACT

A drive system includes a first planetary device, a second planetary device and a connecting shaft directly coupled to the first planetary device, a first electromagnetic device at least selectively coupled to the first planetary device and including a first shaft, a second electromagnetic device directly coupled to the second planetary device and including a second shaft, a clutch positioned to selectively rotationally couple the second shaft to the connecting shaft, and an output shaft coupled to the first planetary device. The first planetary device, the second planetary device, the connecting shaft, the first shaft, the second shaft, and the output shaft are radially aligned. The connecting shaft extends through the second planetary device to the first planetary device. The second electromagnetic device is rotationally engaged with the first planetary device when the clutch is engaged.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

This application is a continuation of U.S. application Ser. No.15/725,154, filed Oct. 4, 2017, which is a continuation-in-part of U.S.application Ser. No. 15/698,415, filed Sep. 7, 2017, which is acontinuation-in-part of U.S. application Ser. No. 15/693,176, filed Aug.31, 2017, which is a continuation-in-part of: U.S. application Ser. No.14/918,221, filed Oct. 20, 2015, now U.S. Pat. No. 10,421,350; U.S.application Ser. No. 15/595,443, filed May 15, 2017, now U.S. Pat. No.9,970,515, which is a continuation of U.S. application Ser. No.14/624,285, filed Feb. 17, 2015, now U.S. Pat. No. 9,651,120; U.S.application Ser. No. 15/595,511, filed May 15, 2017, now U.S. Pat. No.10,029,555, which is a continuation of U.S. application Ser. No.14/792,532, filed Jul. 6, 2015, now U.S. Pat. No. 9,650,032, which is acontinuation-in-part of U.S. application Ser. No. 14/624,285, filed Feb.17, 2015, now U.S. Pat. No. 9,651,120; and U.S. application Ser. No.15/601,670, filed May 22, 2017, now U.S. Pat. No. 9,908,520, which is acontinuation of U.S. application Ser. No. 14/792,535, filed Jul. 6,2015, now U.S. Pat. No. 9,656,659, which is a continuation-in-part ofU.S. application Ser. No. 14/624,285, filed Feb. 17, 2015, now U.S. Pat.No. 9,651,120, all of which are incorporated herein by reference intheir entireties.

BACKGROUND

Internal combustion engine vehicles, hybrid vehicles, and electricvehicles, among other types of vehicles, include transmissions.Traditional vehicle transmissions use gears and gear trains to providespeed and torque conversions from a rotating power source (e.g., anengine, a motor, etc.) to another device (e.g., a drive shaft, wheels ofa vehicle, etc.). Transmissions include multiple gear ratios selectivelycoupled to the rotating power source with a mechanism. The mechanism mayalso selectively couple an output to the various gear ratios.

SUMMARY

One exemplary embodiment relates to a drive system for a vehicle. Thedrive system includes a first planetary device, a second planetarydevice directly coupled to the first planetary device, a connectingshaft directly coupled to the first planetary device, a firstelectromagnetic device at least selectively coupled to the firstplanetary device and including a first shaft, a second electromagneticdevice directly coupled to the second planetary device and including asecond shaft, a clutch positioned to selectively rotationally couple thesecond shaft to the connecting shaft, and an output shaft coupled to thefirst planetary device. The first planetary device, the second planetarydevice, and the connecting shaft are radially aligned. The first shaftand the second shaft are radially aligned with the first planetarydevice, the second planetary device, and the connecting shaft. Theconnecting shaft extends through the second planetary device to thefirst planetary device. The second electromagnetic device isrotationally engaged with the first planetary device when the clutch isengaged. The output shaft is radially aligned with the first planetarydevice, the second planetary device, and the connecting shaft.

Another exemplary embodiment relates to a drive system for a vehicle.The drive system includes a first planetary device, a second planetarydevice, a first electromagnetic device at least selectively coupled tothe first planetary device, a second electromagnetic device coupled tothe second planetary device, and an output shaft. The first planetarydevice includes a first rotatable portion, a second rotatable portion,at least one connecting member coupling the first rotatable portion tothe second rotatable portion, and a first carrier rotationallysupporting the at least one connecting member. The second planetarydevice includes a second carrier that is directly coupled to the firstcarrier. The output shaft is directly coupled to the first carrier andconfigured to transport power from the first electromagnetic device andthe second electromagnetic device to a tractive element of the vehicle.The output shaft is aligned with the first electromagnetic device andthe second electromagnetic device.

Another exemplary embodiment relates to a vehicle including a multi-modetransmission and a drive axle. The multi-mode transmission includes afirst planetary device and a second planetary device, the firstplanetary device including a carrier, a first motor/generator at leastselectively coupled to the first planetary device, a secondmotor/generator coupled to the second planetary device, and an outputshaft directly coupled to the carrier of the first planetary device andconfigured to selectively receive rotational mechanical energy from thefirst motor/generator and the second motor/generator. The carrier andthe second planetary device are directly coupled. The drive axle iscoupled to the output shaft of the multi-mode transmission.

The invention is capable of other embodiments and of being carried outin various ways. Alternative exemplary embodiments relate to otherfeatures and combinations of features as may be recited herein.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will become more fully understood from the followingdetailed description, taken in conjunction with the accompanyingfigures, wherein like reference numerals refer to like elements, inwhich:

FIG. 1 is a schematic view of a vehicle having a drive train, accordingto an exemplary embodiment;

FIG. 2A is a detailed schematic view of the drive train of FIG. 1,according to an exemplary embodiment;

FIG. 2B is a partial schematic view of the drive train of FIG. 1,according to an exemplary embodiment;

FIG. 2C is a partial schematic view of the drive train of FIG. 1,according to an exemplary embodiment;

FIG. 3 is a schematic diagram of a control system for the drive train ofFIG. 1, according to an exemplary embodiment;

FIG. 4 is a detailed schematic view of a drive train configured in aneutral/startup mode of operation, according to an exemplary embodiment;

FIG. 5 is a detailed schematic view of a drive train configured in aneutral/startup mode of operation, according to another exemplaryembodiment;

FIG. 6 is a detailed schematic view of a drive train configured in a lowrange mode of operation, according to an exemplary embodiment;

FIG. 7 is a detailed schematic view of a drive train configured in a midrange mode of operation, according to an exemplary embodiment;

FIG. 8 is a detailed schematic view of a drive train configured in ahigh range mode of operation, according to an exemplary embodiment;

FIG. 9 is a detailed schematic view of a drive train configured in anintermediate shift mode of operation, according to an exemplaryembodiment;

FIG. 10 is a detailed schematic view of a drive train configured in alow speed reverse mode of operation, according to an exemplaryembodiment;

FIG. 11 is a detailed schematic view of a drive train configured in amid speed reverse mode of operation, according to an exemplaryembodiment;

FIG. 12 is a detailed schematic view of a drive train configured in apower generation mode of operation, according to an exemplaryembodiment; and

FIG. 13 is a detailed schematic view of a drive train configured in anelectric PTO mode of operation, according to an exemplary embodiment.

DETAILED DESCRIPTION

Before turning to the figures, which illustrate the exemplaryembodiments in detail, it should be understood that the presentapplication is not limited to the details or methodology set forth inthe description or illustrated in the figures. It should also beunderstood that the terminology is for the purpose of description onlyand should not be regarded as limiting.

According to an exemplary embodiment, a multi-mode inlineelectromechanical variable transmission is provided as part of a vehicleand is selectively reconfigurable between a plurality of operatingmodes. The vehicle may also include an engine and one or more tractiveelements (e.g., wheel and tire assemblies, etc.). The multi-mode inlineelectromechanical variable transmission may include a firstelectromagnetic device and a second electromagnetic device. In oneembodiment, at least one of the first electromagnetic device and thesecond electromagnetic device provides rotational mechanical energy tostart the engine. In another embodiment, the engine provides arotational mechanical energy input to both the first and secondelectromagnetic devices such that each operates as a generator togenerate electrical energy. In still other embodiments, one of the firstelectromagnetic device and the second electromagnetic device areconfigured to receive a rotational mechanical energy output from theengine and provide an electrical energy output to power a control systemand/or the other electromagnetic device. In yet other embodiments, atleast one of the first electromagnetic device and the secondelectromagnetic device are configured to receive an electrical energyinput and provide a mechanical energy output to another part of thetransmission (e.g., a power takeoff output). According to an exemplaryembodiment, the multi-mode inline electromechanical variabletransmission has a compact design that facilitates direct replacement oftraditional inline transmissions (e.g., mechanical transmissions,transmissions without electromagnetic devices, etc.) used in frontengine applications. Thus, the multi-mode inline electromechanicalvariable transmission may be installed during a new vehicle constructionor installed to replace a conventional transmission of a front enginevehicle (e.g., as opposed to replacing a traditional midship transfercase, etc.). The multi-mode inline electromechanical variabletransmission may additionally or alternatively be installed as part of arear-engine vehicle (e.g., a bus, etc.).

According to the exemplary embodiment shown in FIGS. 1-2A, a vehicle 10includes an engine 20 coupled to a transmission, shown as transmission30. In one embodiment, engine 20 is configured to combust fuel andprovide a mechanical energy input to transmission 30. By way of example,engine 20 may be configured to provide a rotational mechanical energyinput to transmission 30. As shown in FIGS. 1-2A, transmission 30includes a first electrical machine, electromagnetic device, and/ormotor/generator, shown as first electromagnetic device 40, and a secondelectrical machine, electromagnetic device, and/or motor/generator,shown as second electromagnetic device 50. According to an exemplaryembodiment, vehicle 10 is configured as a rear engine vehicle andtransmission 30 is configured as a multi-mode inline electromechanicaltransmission. In other embodiments, vehicle 10 is configured as amid-engine vehicle or a front engine vehicle.

Referring again to the exemplary embodiment shown in FIG. 1, vehicle 10includes a front axle, shown as front axle 60, and a rear axle, shown asrear axle 70. As shown in FIG. 1, front axle 60 includes a pair oftractive elements, shown as tires 62, coupled to a front differential,shown as front differential 64. Rear axle 70 includes a pair of tractiveelements, shown as tires 72, coupled to a rear differential, shown asrear differential 74, according to an exemplary embodiment. According tothe exemplary embodiment shown in FIG. 1, front differential 64 iscoupled to transmission 30 with a front axle driveshaft 66, and reardifferential 74 is coupled to transmission 30 with a rear axledriveshaft 76. While shown as coupled to tires 62 and tires 72, frontdifferential 64 and rear differential 74 may be coupled to various othertypes of tractive elements (e.g., tracks, etc.), according toalternative embodiments. As shown in FIG. 1, front axle driveshaft 66and rear axle driveshaft 76 are configured to transport power from firstelectromagnetic device 40, second electromagnetic device 50, and engine20 to tires 62 and tires 72, respectively. Vehicle 10 may include aplurality of front differentials 64 that may be coupled and/or aplurality of rear differentials 74 that may be coupled, according tovarious alternative embodiments. In some embodiments, transmission 30 isselectively coupled (e.g., via a clutch mechanism, coupling mechanism,etc.) to at least one of the front axle driveshaft 66 and the rear axledriveshaft 76 (e.g., to reconfigure vehicle 10 into a front-wheel-driveconfiguration, a rear-wheel-drive configuration, an all-wheel-driveconfiguration, a four-wheel-drive configuration, etc.).

Engine 20 may be any source of rotational mechanical energy that isderived from a stored energy source. The stored energy source isdisposed onboard vehicle 10, according to an exemplary embodiment. Thestored energy source may include a liquid fuel or a gaseous fuel, amongother alternatives. In one embodiment, engine 20 includes an internalcombustion engine configured to be powered by at least one of gasoline,natural gas, and diesel fuel. According to various alternativeembodiments, engine 20 includes at least one of a turbine, a fuel cell,and an electric motor, or still another device. According to oneexemplary embodiment, engine 20 includes a twelve liter diesel enginecapable of providing between approximately 400 horsepower andapproximately 600 horsepower and between approximately 400 foot poundsof torque and approximately 2000 foot pounds of torque. In oneembodiment, engine 20 has a rotational speed (e.g., a rotationaloperational range, etc.) of between 0 and 2,100 revolutions per minute.Engine 20 may be operated at a relatively constant speed (e.g., 1,600revolutions per minute, etc.). In one embodiment, the relativelyconstant speed is selected based on an operating condition of engine 20(e.g., an operating speed relating to a point of increased fuelefficiency, etc.).

In one embodiment, at least one of first electromagnetic device 40 andsecond electromagnetic device 50 provide a mechanical energy input toanother portion of transmission 30. By way of example, at least one offirst electromagnetic device 40 and second electromagnetic device 50 maybe configured to provide a rotational mechanical energy input to anotherportion of transmission 30 (i.e., at least one of first electromagneticdevice 40 and second electromagnetic device 50 may operate as a motor,etc.). At least one of first electromagnetic device 40 and secondelectromagnetic device 50 may receive a mechanical energy output from atleast one of engine 20 and another portion of transmission 30. By way ofexample, at least one of first electromagnetic device 40 and secondelectromagnetic device 50 may be configured to receive a rotationalmechanical energy output from at least one of engine 20 and anotherportion of transmission 30 and provide an electrical energy output(i.e., at least one of first electromagnetic device 40 and secondelectromagnetic device 50 may operate as a generator, etc.). Accordingto an exemplary embodiment, first electromagnetic device 40 and secondelectromagnetic device 50 are capable of both providing mechanicalenergy and converting a mechanical energy input into an electricalenergy output (i.e., selectively operate as a motor and a generator,etc.). The operational condition of first electromagnetic device 40 andsecond electromagnetic device 50 (e.g., as a motor, as a generator,etc.) may vary based on a mode of operation associated with transmission30.

According to the exemplary embodiment shown in FIG. 2A, a drive systemfor a vehicle, shown as drive system 100, includes engine 20,transmission 30, first electromagnetic device 40, and secondelectromagnetic device 50. Transmission 30 may include firstelectromagnetic device 40 and second electromagnetic device 50. As shownin FIG. 2A, transmission 30 includes a first power transmission device,shown as power split 110, and a second power transmission device, shownas output planetary 120. In one embodiment, power split 110 and outputplanetary 120 are positioned outside of (e.g., on either side of,sandwiching, not between, etc.) first electromagnetic device 40 andsecond electromagnetic device 50. As shown in FIG. 2A, power split 110and output planetary 120 are disposed between (e.g., sandwiched by,etc.) first electromagnetic device 40 and second electromagnetic device50.

Referring to the exemplary embodiments shown in FIGS. 2A-2C, power split110 is a power transmission device. In some embodiments, power split 110is a variable ratio power transmission device or variator configured tovary a ratio (e.g., a torque ratio, a gear ratio, a speed ratio, etc.)between an input to power split 110 and an output from power split 110.In other embodiments, such ratios are fixed. An input is a rotationalmechanical energy input having an input speed and an input torque. Anoutput is a rotational mechanical energy output having an output speedand an output torque. Power split 110 may have various arrangements(e.g., an epicyclic or planetary arrangement, a radially offsetarrangement, etc.). Power split 110 may utilize various types ofvariator configurations. By way of example, power split 110 may be abelt and/or a chain variator (e.g., include one or more belts or chainsrotationally coupling variable diameter pulleys, etc.). In such anexample, varying the pulley diameters may adjust the relative speedsbetween various components within power split 110. Such a belt variatorand/or a chain variator may be a planetary device.

As shown in FIG. 2A, power split 110 includes an inner portion 111 thatis shown according to various exemplary embodiments in FIGS. 2B and 2C.In FIGS. 2B and 2C, power split 110 is an epicyclic device or planetarydevice that includes a first rotatable portion 112, a second rotatableportion 114, and one or more adjustable members or connecting members116 each configured to rotate about a corresponding axis 117. Theconnecting members 116 engage (e.g., rotationally) both first rotatableportion 112 and second rotatable portion 114, thereby coupling firstrotatable portion 112 to second rotatable portion 114, according to anexemplary embodiment. As shown in FIGS. 2B and 2C, a carrier 118rotationally supports connecting members 116 such that each connectingmember 116 rotates relative to carrier 118 about the corresponding axis117. In some embodiments, connecting members 116 are selectivelyrepositionable such that axes 117 rotate relative to carrier 118. As theorientations of connecting members 116 change relative to carrier 118,connecting members 116 may engage first rotatable portion 112 and secondrotatable portion 114 at different locations, varying the speed ratiosbetween first rotatable portion 112, second rotatable portion 114, andcarrier 118. Each of first rotatable portion 112, second rotatableportion 114, and carrier 118 may receive an input or provide an outputdepending on the configuration of vehicle 10.

In the embodiment shown in FIG. 2B, power split 110 is an epicyclic orplanetary device configured as a friction ball variator. In thisembodiment, connecting members 116 are balls (e.g., spheres, etc.) thatare rotatable relative to carrier 118 about axes 117. In the embodimentshown in FIG. 2B, power split 110 is shown to include two connectingmembers 116, however, power split 110 may include more or fewerconnecting members 116 (e.g., 1, 3, 4, 10, etc.). The first rotatableportion 112 and second rotatable portion 114 each include an engagementsurface that extends along a circular path and is configured to engageconnecting members 116 (e.g., through friction, etc.). Accordingly,first rotatable portion 112 is rotationally engaged with secondrotatable portion 114 through connecting members 116. Each connectingmember 116 is configured to rotate relative to carrier 118 about an axis117 in response to a rotational mechanical energy input (e.g., throughfirst rotatable portion 112, through second rotatable portion 114,through carrier 118, etc.).

In some embodiments, axes 117 are fixed (e.g., permanently, selectively,etc.) relative to carrier 118. In other embodiments, to facilitatevarying speed ratios between inputs to power split 110 and outputs frompower split 110, each axis 117 is rotatable relative to carrier 118(e.g., such that axis 117 rotates about an axis extending perpendicularto the plane of FIG. 2B). Connecting members 116 may have a curvedprofile such that rotating the axes 117 of connecting members 116 variesthe ratios between the speed of first rotatable portion 112, the speedof second rotatable portion 114, and the speed of carrier 118. Rotatingthe axis 117 corresponding to one of the connecting members 116 in afirst direction both (a) reduces the distance between that axis 117 andthe point where first rotatable portion 112 engages that connectingmember 116 and (b) increases the distance between that axis 117 and thepoint where second rotatable portion 114 engages that connecting member116. In one such arrangement, with carrier 118 held fixed, firstrotatable portion 112 rotates more slowly than second rotatable portion114. Rotating the axis 117 in the opposite direction may have theopposite effect. In some embodiments, the axes 117 are rotationallycoupled such that they rotate in unison.

In the embodiment shown in FIG. 2C, power split 110 is an epicyclic orplanetary device configured as a toroidal variator. In this embodiment,each connecting member 116 is a wheel or disc that is rotatable relativeto carrier 118. In the embodiment shown in FIG. 2C, power split 110 isshown to include two connecting members 116, however, power split 110may include more or fewer connecting members 116 (e.g., 1, 3, 4, 10,etc.). The first rotatable portion 112 and second rotatable portion 114each include a toroidal engagement surface that is configured to engageconnecting members 116 (e.g., through friction, etc.). Accordingly,first rotatable portion 112 is rotationally engaged with secondrotatable portion 114 through connecting members 116. Each connectingmember 116 is configured to rotate relative to carrier 118 about an axis117 in response to a rotational mechanical energy input (e.g., throughfirst rotatable portion 112, through second rotatable portion 114,through carrier 118, etc.).

In some embodiments, axes 117 are fixed relative to carrier 118. Inother embodiments, to facilitate varying speed ratios between inputs topower split 110 and outputs from power split 110, each axis 117 isrotatable relative to carrier 118 (e.g., such that axis 117 rotatesabout an axis extending perpendicular to the plane of FIG. 2C). Tofacilitate continuous engagement between connecting members 116, firstrotatable portion 112, and second rotatable portion 114 as the axis 117rotates, the toroidal engagement surfaces may be concave with a constantradius cross sectional curvature. In such embodiments, rotating the axes117 varies the ratios between the speed of first rotatable portion 112,the speed of second rotatable portion 114, and the speed of carrier 118.Rotating the axis 117 corresponding to one of the connecting members 116in a first direction both (a) increases the radius between the axis ofrotation of first rotatable portion 112 and the point where thatconnecting member 116 engages first rotatable portion 112 and (b)decreases the radius between the axis of rotation of second rotatableportion 114 and the point where that connecting member 116 engagessecond rotatable portion 114. In one such arrangement, with carrier 118held fixed, first rotatable portion 112 rotates more slowly than secondrotatable portion 114. Rotating the axis 117 in the opposite directionhas the opposite effect. In some embodiments, the axes 117 arerotationally coupled such that they rotate in unison.

As shown in FIG. 3, power split 110 includes an adjustment mechanism oractuator, shown as variator adjustment mechanism 119. The variatoradjustment mechanism 119 is configured to rotate axes 117 relative tocarrier 118 or otherwise vary speed ratios between inputs to power split110 and outputs from power split 110. The variator adjustment mechanism119 may be a hydraulic actuator, a pneumatic actuator, an electricmotor, or another type of actuator that is controlled by anothercomponent (e.g., controller 210). Alternatively, the variator adjustmentmechanism 119 may be controlled passively (e.g., using a flyweightsystem). By way of example, the variator adjustment mechanism 119 mayinclude a spring loaded flyweight coupled to a component of power split110 (e.g., carrier 118) such that variator adjustment mechanism 119varies the orientation of axes 117 based on a rotational speed of thecomponent. In other embodiments, axes 117 are fixed relative to carrier118, and variator adjustment mechanism 119 is omitted.

Referring again to FIG. 2A, a clutch, shown as neutral clutch 22, ispositioned to selectively couple first electromagnetic device 40 tofirst rotatable portion 112. Neutral clutch 22 may be a component offirst electromagnetic device 40 or transmission 30 or a separatecomponent. Accordingly, first electromagnetic device 40 is selectivelycoupled to first rotatable portion 112 such that power split 110 isselectively coupled to first electromagnetic device 40. By way ofexample, first electromagnetic device 40 may include or be coupled to ashaft (e.g., a first shaft, an input shaft, an output shaft, etc.)selectively coupled to first rotatable portion 112. According to analternative embodiment, neutral clutch 22 is omitted, and firstelectromagnetic device 40 is directly coupled to first rotatable portion112.

Referring still to the exemplary embodiment shown in FIG. 2A, outputplanetary 120 is a planetary device or planetary gear set that includesa sun gear 122, a ring gear 124, and a plurality of planetary gears 126.The plurality of planetary gears 126 couple sun gear 122 to ring gear124, according to an exemplary embodiment. As shown in FIG. 2A, acarrier 128 rotationally supports the plurality of planetary gears 126.In one embodiment, second electromagnetic device 50 is directly coupledto sun gear 122 such that output planetary 120 is coupled to secondelectromagnetic device 50. By way of example, second electromagneticdevice 50 may include or be coupled to a shaft (e.g., a second shaft, aninput shaft, an output shaft, etc.) directly coupled to sun gear 122.Carrier 118 is directly coupled to carrier 128, thereby coupling powersplit 110 to output planetary 120, according to the exemplary embodimentshown in FIG. 2A. In one embodiment, directly coupling carrier 118 tocarrier 128 synchronizes the rotational speeds of carrier 118 andcarrier 128.

Carrier 118 is directly rotationally coupled to an output with a shaft,shown as output shaft 32, according to the exemplary embodiment shown inFIGS. 2A-2C. Output shaft 32 may be coupled to at least one of rear axledriveshaft 76 and front axle driveshaft 66. By way of example, outputshaft 32 may be coupled to a transfer case and/or rear axle driveshaft76 where transmission 30 is installed in place of a traditional,mechanical, straight-thru transmission. In another embodiment, theoutput is a PTO output, and output shaft 32 is coupled thereto. A clutchassembly may be engaged and disengaged to selectively couple at leastone of front axle driveshaft 66, a transfer case, and rear axledriveshaft 76 to output shaft 32 of transmission 30 (e.g., to facilitateoperation of a vehicle in a rear-wheel-drive mode, an all-wheel-drivemode, a four-wheel-drive mode, a front-wheel-drive mode, etc.). As shownin FIG. 2A, the transmission 30 includes an auxiliary shaft, shown asjack shaft 34. In some embodiments, jack shaft 34 is offset (e.g.,radially offset) from first electromagnetic device 40, secondelectromagnetic device 50, power split 110, and/or output planetary 120.As shown in FIG. 2A, transmission 30 includes a shaft, shown asconnecting shaft 36, directly coupled to engine 20. According to anexemplary embodiment, connecting shaft 36 directly couples engine 20 topower split 110. In one embodiment, connecting shaft 36 directly couplesengine 20 with second rotatable portion 114 of power split 110.According to an exemplary embodiment, power split 110 is at least one ofdirectly coupled to and directly powers a power takeoff (“PTO”) (e.g., alive PTO, etc.). By way of example, second rotatable portion 114 and/orcarrier 118 of power split 110 may be at least one of directly coupledto and directly power the PTO.

As shown in FIG. 2A, transmission 30 includes a first clutch, shown asinput coupled clutch 140. Input coupled clutch 140 is positioned toselectively couple second electromagnetic device 50 with engine 20,according to an exemplary embodiment. Input coupled clutch 140 maythereby selectively couple engine 20 to output planetary 120. As shownin FIG. 2A, connecting shaft 36 extends from engine 20, through inputcoupled clutch 140 and second electromagnetic device 50, and throughoutput planetary 120 to power split 110. Input coupled clutch 140 mayselectively couple second electromagnetic device 50 with connectingshaft 36. Accordingly, input coupled clutch 140 may selectively coupleconnecting shaft 36 to sun gear 122 of output planetary 120. Accordingto an exemplary embodiment, first electromagnetic device 40 and secondelectromagnetic device 50 (e.g., input/output shafts thereof, etc.) arealigned (e.g., radially aligned, etc.) with power split 110, outputplanetary 120, connecting shaft 36, and/or output shaft 32 (e.g., axesof rotation of components thereof are aligned, centerlines thereof arealigned, to thereby form a straight-thru or inline transmissionarrangement, etc.).

Jack shaft 34 is rotationally coupled to carrier 118 of power split 110and thereby to output shaft 32. According to the exemplary embodimentshown in FIG. 2A, transmission 30 further includes a second clutch,shown as output coupled clutch 150. Output coupled clutch 150 ispositioned to selectively couple jack shaft 34 to ring gear 124 ofoutput planetary 120. In some embodiments, jack shaft 34 is rotationallycoupled (e.g., selectively rotationally coupled, etc.) to one or moreoutputs, shown as PTO outputs 80 (e.g., to drive one or more hydraulicpumps, to power one or more hydraulic systems, to power one or moreelectrical power generation systems, to power one or more pneumaticsystems, etc.). In other embodiments, the one or more outputs are usedto power (e.g., drive, etc.) a vehicle with which transmission 30 isassociated.

Transmission 30 may further include a third clutch, shown in FIG. 2A assecondary output clutch 42. In other embodiments, secondary outputclutch 42 is omitted. Secondary output clutch 42 is positioned toselectively couple first electromagnetic device 40 with an additionalPTO output 80, according to an exemplary embodiment. Like the PTOoutputs 80 rotationally coupled to the jack shaft 34, the PTO output 80coupled to the secondary output clutch 42 may be configured to drive oneor more hydraulic pumps, to power one or more hydraulic systems, topower one or more electrical power generation systems, to power one ormore pneumatic systems, or to power another type of system. In otherembodiments, the output is used to power (e.g., drive, etc.) a vehiclewith which transmission 30 is associated. Secondary output clutch 42 maythereby selectively couple this PTO output 80 to first rotatable portion112 of power split 110 when neutral clutch 22 is engaged. The PTO output80 may be directly coupled to the secondary output clutch 42 (e.g.,arranged concentrically or in line with the secondary output clutch 42and the first electromagnetic device 40, including gear teeth in meshingengagement with the secondary output clutch 42, etc.) or indirectlycoupled to the secondary output clutch 42 (e.g., using a gear train,using a pulley and belt arrangement, using a chain and sprocketarrangement, etc.). As shown in FIG. 2A, output shaft 32 extends frompower split 110, through first electromagnetic device 40, and outthrough secondary output clutch 42.

In some embodiments, neutral clutch 22 is biased into an engagedposition (e.g., with a spring, etc.) and selectively disengaged (e.g.,with application of pressurized hydraulic fluid, etc.). In someembodiments, input coupled clutch 140 is biased into a disengagedposition (e.g., with a spring, etc.) and selectively engaged (e.g., withapplication of pressurized hydraulic fluid, etc.). In some embodiments,output coupled clutch 150 is biased into a disengaged position (e.g.,with a spring, etc.) and selectively engaged (e.g., with application ofpressurized hydraulic fluid, etc.). In some embodiments, secondaryoutput clutch 42 is biased into a disengaged position (e.g., with aspring, etc.) and selectively engaged (e.g., with application ofpressurized hydraulic fluid, etc.). In other embodiments, one or more ofneutral clutch 22, input coupled clutch 140, output coupled clutch 150,and secondary output clutch 42 are hydraulically-biased and springreleased.

Referring again to the exemplary embodiment shown in FIG. 2A,transmission 30 includes a brake, shown as output brake 170. Outputbrake 170 is positioned to selectively inhibit the movement of at leasta portion of output planetary 120 (e.g., ring gear 124, etc.), accordingto an exemplary embodiment. In one embodiment, output brake 170 isbiased into a disengaged position (e.g., with a spring, etc.) andselectively engaged (e.g., with application of pressurized hydraulicfluid, etc.). In other embodiments, output brake 170 ishydraulically-biased and spring released. In still other embodiments,the components of transmission 30 are still otherwise engaged anddisengaged (e.g., pneumatically, etc.). By way of example, output brake170 and output coupled clutch 150 may be engaged simultaneously,providing a driveline brake such that rotational movement of at leastone of output planetary 120 (e.g., ring gear 124, etc.), power split 110(e.g., carrier 118, etc.), jack shaft 34, and output shaft 32 areselectively limited.

As shown in FIG. 2A, transmission 30 includes a gear set 180 thatcouples carrier 118 and carrier 128 to jack shaft 34. In one embodiment,gear set 180 includes a first gear, shown as gear 182, in meshingengagement with a second gear, shown as gear 184. As shown in FIG. 2A,gear 182 is rotatably coupled to carrier 118 and carrier 128. By way ofexample, gear 182 may be fixed to a component (e.g., shaft, tube, etc.)that couples carrier 118 and carrier 128. As shown in FIG. 2A, gear 184is rotatably coupled to jack shaft 34. By way of example, gear 184 maybe fixed directly to the jack shaft 34.

According to an exemplary embodiment, transmission 30 includes a gearset, shown as gear set 190, that couples output planetary 120 to jackshaft 34. As shown in FIG. 2A, gear set 190 includes a first gear, shownas gear 192, coupled to ring gear 124 of output planetary 120. Gear 192is in meshing engagement with a second gear, shown as gear 194,according to an exemplary embodiment. As shown in FIG. 2A, gear 194 iscoupled to a third gear, shown as gear 196. Gear 194 may reverse therotation direction of an output provided by gear 192 (e.g., gear 194 mayfacilitate rotating jack shaft 34 in the same direction as that of gear192, etc.). In other embodiments, gear 192 is directly coupled with gear196. By way of example, gear set 190 may not include gear 194, and gear192 may be directly coupled to (e.g., in meshing engagement with, etc.)gear 196. As shown in FIG. 2A, output coupled clutch 150 is positionedto selectively couple gear 196 with output shaft 32 when engaged. Withoutput coupled clutch 150 disengaged, relative movement (e.g., rotation,etc.) may occur between gear 196 and jack shaft 34. By way of example,output coupled clutch 150 may be engaged to couple ring gear 124 to jackshaft 34. Output brake 170 is positioned to selectively limit themovement of gear 192 when engaged to thereby also limit the movement ofring gear 124, gear 194, and gear 196.

According to the exemplary embodiment shown in FIG. 3, a control system200 for a vehicle (e.g., vehicle 10, etc.) includes a controller 210. Inone embodiment, controller 210 is configured to selectively engage,selectively disengage, or otherwise communicate with components of thevehicle according to various modes of operation. As shown in FIG. 3,controller 210 is coupled to engine 20. In one embodiment, controller210 is configured to selectively engage engine 20 (e.g., interface witha throttle thereof, etc.) such that an output of engine 20 rotates at atarget rate. Controller 210 is coupled to first electromagnetic device40 and second electromagnetic device 50, according to an exemplaryembodiment, and may send and receive signals therewith. By way ofexample, controller 210 may send command signals relating to at leastone of a target mode of operation, a target rotational speed, and atarget rotation direction for first electromagnetic device 40 and secondelectromagnetic device 50. As shown in FIG. 3, first electromagneticdevice 40 and second electromagnetic device 50 are electrically coupled(e.g., by an electrical power transmission system, etc.). By way ofexample, power generated by first electromagnetic device 40 may beutilized by second electromagnetic device 50 (e.g., to provide an outputtorque as a motor, etc.), or power generated by second electromagneticdevice 50 may be utilized by first electromagnetic device 40 (e.g., toprovide an output torque as a motor, etc.). Controller 210 is configuredto selectively engage and selectively disengage neutral clutch 22,secondary output clutch 42, input coupled clutch 140, output coupledclutch 150, and output brake 170 directly or by interacting with anothercomponent (e.g., a pump, a valve, a solenoid, a motor, etc.).

In some embodiments, controller 210 is configured to control variatoradjustment mechanism 119 to selectively vary speed ratios between inputsto power split 110 and outputs from power split 110. Controller 210 maycontrol the variator adjustment mechanism 119 in response to a userinput (e.g., through the user interface 220) or automatically (e.g., inresponse to a sensor input, according to a predefined actuation profile,etc.). Alternatively, variator adjustment mechanism 119 may operateindependently such that controller 210 may be operatively decoupled fromvariator adjustment mechanism 119 (e.g., if variator adjustmentmechanism 119 is controlled passively with a flyweight system).

According to an exemplary embodiment, the drive system 100 includes anenergy storage device (e.g., a battery, etc.). In such embodiments, thebattery may be charged and recharged by an electromagnetic device thatis generating power. The battery may supply the electromagnetic devicethat is motoring the vehicle to at least one of propel the vehicle andoperate a PTO output 80. In some embodiments, the battery may always beutilized as part of the drive system 100. In other embodiments, thebattery may be used only when excess generated power must be stored orexcess power is required to motor the vehicle.

According to alternative embodiments, drive system 100 may be configuredto operate with first electromagnetic device 40 and secondelectromagnetic device 50, and no additional sources of electricalpower. Additional sources of electrical power include, for example, abattery and other energy storage devices. Without an energy storagedevice, first electromagnetic device 40 and second electromagneticdevice 50 may operate in power balance. One of the electromagneticdevices may provide all of the electrical power required by the otherelectromagnetic device (as well as the electrical power required tooffset power losses). First electromagnetic device 40 and secondelectromagnetic device 50 may operate without doing either of (a)providing electrical power to an energy storage device or (b) consumingelectrical power from an energy storage device. Thus, the sum of theelectrical power produced or consumed by first electromagnetic device40, the electrical power produced or consumed by second electromagneticdevice 50, and electrical power losses may be zero. According to theembodiment of FIGS. 1-3, two electromagnetic devices are shown. In otherembodiments, the system includes three or more electromagnetic devices.

According to the exemplary embodiment shown in FIG. 3, control system200 includes a user interface 220 that is coupled to controller 210. Inone embodiment, user interface 220 includes a display and an operatorinput. The display may be configured to display a graphical userinterface, an image, an icon, or still other information. In oneembodiment, the display includes a graphical user interface configuredto provide general information about the vehicle (e.g., vehicle speed,fuel level, warning lights, etc.). The graphical user interface may beconfigured to also display a current mode of operation, variouspotential modes of operation, or still other information relating totransmission 30 and/or drive system 100. By way of example, thegraphical user interface may be configured to provide specificinformation regarding the operation of drive system 100 (e.g., whetherneutral clutch 22, secondary output clutch 42, input coupled clutch 140,output coupled clutch 150, and/or output brake 170 are engaged ordisengaged, a fault condition where at least one of neutral clutch 22,secondary output clutch 42, input coupled clutch 140, output coupledclutch 150, and/or output brake 170 fail to engage or disengage inresponse to a command signal, etc.).

The operator input may be used by an operator to provide commands to atleast one of engine 20, transmission 30, first electromagnetic device40, second electromagnetic device 50, and drive system 100 or stillanother component of the vehicle. The operator input may include one ormore buttons, knobs, touchscreens, switches, levers, or handles. In oneembodiment, an operator may press a button to change the mode ofoperation for at least one of transmission 30, and drive system 100, andthe vehicle. The operator may be able to manually control some or allaspects of the operation of transmission 30 using the display and theoperator input. It should be understood that any type of display orinput controls may be implemented with the systems and methods describedherein.

Controller 210 may be implemented as a general-purpose processor, anapplication specific integrated circuit (ASIC), one or more fieldprogrammable gate arrays (FPGAs), a digital-signal-processor (DSP),circuits containing one or more processing components, circuitry forsupporting a microprocessor, a group of processing components, or othersuitable electronic processing components. According to the exemplaryembodiment shown in FIG. 3, controller 210 includes a processing circuit212 and a memory 214. Processing circuit 212 may include an ASIC, one ormore FPGAs, a DSP, circuits containing one or more processingcomponents, circuitry for supporting a microprocessor, a group ofprocessing components, or other suitable electronic processingcomponents. In some embodiments, processing circuit 212 is configured toexecute computer code stored in memory 214 to facilitate the activitiesdescribed herein. Memory 214 may be any volatile or non-volatilecomputer-readable storage medium capable of storing data or computercode relating to the activities described herein. According to anexemplary embodiment, memory 214 includes computer code modules (e.g.,executable code, object code, source code, script code, machine code,etc.) configured for execution by processing circuit 212. Memory 214includes various actuation profiles corresponding to modes of operation(e.g., for transmission 30, for drive system 100, for a vehicle, etc.),according to an exemplary embodiment. In some embodiments, controller210 may represent a collection of processing devices (e.g., servers,data centers, etc.). In such cases, processing circuit 212 representsthe collective processors of the devices, and memory 214 represents thecollective storage devices of the devices.

Referring next to the exemplary embodiments shown in FIGS. 4-13,transmission 30 is configured to operate according to a plurality ofmodes of operation. Various modes of operation for transmission 30 areidentified below in Table 1. In other embodiments, a vehicle havingtransmission 30 is configured to operate according to the various modesof operation shown in FIGS. 4-13 and identified below in Table 1.

TABLE 1 Output Input Secondary Neutral Coupled Output Coupled OutputMode of Clutch Clutch Brake Clutch Clutch Operation 22 150 170 140 42Mid Speed X X Reverse Low Speed X X Reverse Power X X GenerationNeutral/Vehicle X X X Start Low Range X X Mid Range X X Shift X X X HighRange X X Electric PTO X

As shown in Table 1, an “X” represents a component of drive system 100(e.g., output brake 170, input coupled clutch 140, etc.) that is engagedor closed during the respective modes of operation.

In each of the modes shown in FIGS. 4-12, neutral clutch 22 is engaged.When engaged, neutral clutch 22 couples first electromagnetic device 40to first rotatable portion 112. When disengaged, neutral clutch 22decouples first electromagnetic device 40 from first rotatable portion112. Accordingly, neutral clutch 22 may be used to isolate firstelectromagnetic device 40, secondary output clutch 42, and the PTOoutput 80 coupled to secondary output clutch 42 from transmission 30.With neutral clutch 22 disengaged, first electromagnetic device 40 maybe used to drive the PTO output 80 coupled to the secondary outputclutch 42 independent of engine 20 (e.g., without engine 20 running) andtransmission 30 (e.g., without moving first rotatable portion 112).

As shown in FIGS. 4 and 5, transmission 30 is selectively reconfiguredinto neutral/startup modes. The neutral/startup mode may provide a trueneutral for transmission 30. In one embodiment, at least one of firstelectromagnetic device 40 and second electromagnetic device 50 includeand/or are coupled to an energy storage device (e.g., a capacitor, abattery, etc.) configured to store energy (e.g., electrical energy,chemical energy, etc.) associated with drive system 100. In oneembodiment, rotation of first electromagnetic device 40 rotatesconnecting shaft 36 to start engine 20 (e.g., with neutral clutch 22,output coupled clutch 150, and output brake 170 engaged, etc.). Inanother embodiment, rotation of second electromagnetic device 50 rotatesconnecting shaft 36 to start engine 20 (e.g., with neutral clutch 22 andinput coupled clutch 140 engaged, etc.). First electromagnetic device 40or second electromagnetic device 50 may be configured to use the storedenergy to start engine 20 by providing a rotational mechanical energyinput (e.g., a torque, etc.) to engine 20 through connecting shaft 36.

In an alternative embodiment, engine 20 includes a traditional startingmechanism (e.g., a starter motor, etc.) configured to start engine 20(e.g., in response to a vehicle start request, in response to an enginestart request, etc.). The vehicle start request and/or the engine startrequest may include a directive to turn the engine “on” from an “off”state. The vehicle may include at least one of a pushbutton, a graphicaluser interface, an ignition, and another device with which a userinteracts to provide or trigger the vehicle start request and/or theengine start request. Engine 20 may provide a rotational mechanicalenergy input to at least one of first electromagnetic device 40 and/orsecond electromagnetic device 50. First electromagnetic device 40 andsecond electromagnetic device 50 may be brought up to a threshold (e.g.,a threshold speed, a threshold speed for a target period of time, athreshold power generation, a threshold power generation for a targetperiod of time, etc.) that establishes a requisite DC bus voltage forcontrolling first electromagnetic device 40 and/or secondelectromagnetic device 50. Both first electromagnetic device 40 andsecond electromagnetic device 50 may thereafter be activated andcontrolled within and/or to desired states. The power electronics ofcontrol system 200 that control the motor-to-motor functions may bebrought online during the neutral/startup mode.

As shown in FIG. 4 and Table 1, neutral clutch 22, output coupled clutch150, and output brake 170 are engaged when transmission 30 is configuredin the neutral/startup mode. According to an exemplary embodiment,engaging neutral clutch 22, output brake 170, and output coupled clutch150 selectively limits the rotational movement of portions of both powersplit 110 and output planetary 120. By way of example, engaging outputbrake 170 may inhibit the rotational movement of ring gear 124, gear192, gear 194, and gear 196 such that each remains rotationally fixed.Engaging output coupled clutch 150 may inhibit rotational movement ofjack shaft 34 such that jack shaft 34 remains rotationally fixed (e.g.,since gear 196 is fixed and output coupled clutch 150 is engaged, etc.).With jack shaft 34 rotationally fixed, gear set 180 and carrier 118become rotationally fixed, thereby isolating output shaft 32 from engine20, first electromagnetic device 40, and second electromagnetic device50 in the neutral/startup mode. Such isolation may substantiallyeliminate a forward lurch potential of the vehicle during startup (e.g.,transmission 30 does not provide an output torque to tires 62 and/ortires 72, etc.). Alternatively, as shown in FIG. 5, output coupledclutch 150 may be disengaged (e.g., before startup, during startup,after startup, etc.). However, disengaging output coupled clutch 150 maynot prevent rotation of the jack shaft 34 and thereby output shaft 32.

According to an exemplary embodiment, an energy flow path in theneutral/startup mode includes: first electromagnetic device 40 providinga rotational mechanical energy input to first rotatable portion 112through neutral clutch 22 that is received by the connecting members116; connecting members 116 rotating about central axes thereof (e.g.,axes 117) (e.g., connecting members 116 may not rotate about firstrotatable portion 112 because carrier 118 may be rotationally fixed,etc.); the connecting members 116 conveying the rotational mechanicalenergy to second rotatable portion 114; second rotatable portion 114transferring the rotational mechanical energy to the engine 20 throughthe connecting shaft 36 such that the rotational mechanical energyprovided by first electromagnetic device 40 starts engine 20.

An alternative energy flow path in the neutral/startup mode may includestarting engine 20 with a traditional starting mechanism, engine 20providing a rotational mechanical energy input to second rotatableportion 114 that is received by connecting members 116; connectingmembers 116 rotating about central axes thereof (e.g., axes 117) (e.g.,connecting members may or may not rotate about first rotatable portion112 because carrier 118 may or may not be rotationally fixed, etc.);connecting members 116 conveying the rotational mechanical energy tofirst rotatable portion 112; and first rotatable portion 112 conveyingthe rotational mechanical energy to first electromagnetic device 40through neutral clutch 22 to bring first electromagnetic device 40 up tothe threshold for establishing a requisite DC bus voltage andcontrolling first electromagnetic device 40 and/or secondelectromagnetic device 50 in a desired state. By way of example, theneutral/startup mode may be used to start engine 20, establish arequisite DC bus voltage, or otherwise export power without relying oncontroller 210 to engage first electromagnetic device 40 and/or secondelectromagnetic device 50. Transmission 30 may provide increased exportpower potential relative to traditional transmission systems.

As shown in FIG. 6, transmission 30 is selectively reconfigured into alow range mode of operation such that transmission 30 allows for a lowoutput speed operation with a high output torque (e.g., in a forwarddirection of travel, etc.). The low range mode increases a vehicle'sgradability (e.g., facilitates the vehicle maintaining speed on a grade,etc.). In one embodiment, engine 20 provides a rotational mechanicalenergy input to transmission 30 such that first electromagnetic device40 generates electrical power and second electromagnetic device 50 usesthe generated electrical power to provide a rotational mechanical energyoutput. As such, at least one of engine 20 and second electromagneticdevice 50 provide a rotational mechanical energy input to drive at leastone of tires 62 and tires 72. In an alternative embodiment, firstelectromagnetic device 40 operates as a motor and second electromagneticdevice 50 operates as a generator when transmission 30 is configured inthe low range forward mode. In still another alternative embodiment,both first electromagnetic device 40 and second electromagnetic device50 operate as a generator in the low range forward mode. In yet anotherembodiment, transmission 30 is not selectively reconfigurable into thelow range mode of operation. In one such embodiment, transmission 30does not include jack shaft 34, does not include gear set 190 (e.g.,gear 192, gear 194, gear 196, etc.), and does not include output coupledclutch 150. Transmission 30 may additionally or alternatively notinclude gear set 180 in embodiments where transmission 30 is notselectively reconfigurable into the low range mode of operation.

As shown in FIG. 6 and Table 1, neutral clutch 22 and output coupledclutch 150 are engaged when transmission 30 is configured in the lowrange mode. As shown in FIG. 6, output coupled clutch 150 couples gearset 190 to jack shaft 34. Accordingly, when engine 20 provides arotational mechanical energy input to transmission 30, at least one ofengine 20 and second electromagnetic device 50 drive output shaft 32through the interaction of connecting shaft 36 and jack shaft 34 withpower split 110, respectively. According to the exemplary embodimentshown in FIG. 6, an energy flow path for the low range includes: engine20 providing a rotational mechanical energy input to connecting shaft36; connecting shaft 36 conveying the rotational mechanical energy tosecond rotatable portion 114; second rotatable portion 114 causingconnecting members 116 to rotate about central axes thereof (e.g., axes117), as well as about first rotatable portion 112 such that carrier 118and output shaft 32 rotate; and the rotation of connecting members 116about a central axis causing a rotation of first rotatable portion 112,thus driving first electromagnetic device 40 through neutral clutch 22such that first electromagnetic device 40 operates as a generator (e.g.,generates electrical energy, etc.).

Referring still to FIG. 6, the rotation of carrier 118 drives bothcarrier 128 and gear set 180. Carrier 128 drives the plurality ofplanetary gears 126 to rotate about sun gear 122 and about central axesthereof. In one embodiment, second electromagnetic device 50 receiveselectrical energy generated by first electromagnetic device 40.Accordingly, second electromagnetic device 50 operates as a motor,providing a rotational mechanical energy input to sun gear 122. The sungear 122 conveys the rotational mechanical energy to the plurality ofplanetary gears 126 such that each further rotates about the centralaxis thereof. The plurality of planetary gears 126 drive ring gear 124,and the rotation of ring gear 124 drives gear set 190. According to theexemplary embodiment shown in FIG. 6, gear set 180 and gear set 190transfer a torque to and from jack shaft 34 with output coupled clutch150 engaged. As such, engine 20 and second electromagnetic device 50move a vehicle at a low speed with a high output torque.

As shown in FIG. 7, transmission 30 is selectively reconfigured into amid range mode of operation. In the mid range mode of operation,transmission 30 may facilitate a mid range output speed operation (e.g.,in a forward direction of travel, etc.). The speed range associated withthe mid range mode of operation may be larger than that of traditionaltransmissions (i.e., transmission 30 may provide increased coverage inthe mid range, etc.). The mid range mode may improve low output speedtorque and high output speed power. In one embodiment, engine 20provides a rotational mechanical energy input such that firstelectromagnetic device 40 generates electrical power, and secondelectromagnetic device 50 uses the generated electrical power to providea rotational mechanical energy output. Second electromagnetic device 50thereby provides a rotational mechanical energy input to drive at leastone of tires 62 and tires 72. In an alternative embodiment, secondelectromagnetic device 50 operates as a generator while firstelectromagnetic device 40 operates as a motor when transmission 30 isconfigured in the mid range mode. In still another alternativeembodiment, both first electromagnetic device 40 and secondelectromagnetic device 50 operate as a generator in the mid range mode.

As shown in FIG. 7 and Table 1, neutral clutch 22 and output brake 170are engaged when transmission 30 is configured in the mid range mode. Asshown in FIG. 7, output brake 170 inhibits the rotation of gear set 190(e.g., gear 192, gear 194, gear 196, etc.). Output brake 170 therebyrotationally fixes ring gear 124. In one embodiment, engaging outputbrake 170 substantially eliminates a power dip between output and inputmodes of transmission 30. According to the exemplary embodiment shown inFIG. 7, an energy flow path for the mid range forward mode includes:engine 20 providing a rotational mechanical energy input to connectingshaft 36 that is conveyed to second rotatable portion 114; secondrotatable portion 114 driving connecting members 116 to rotate aboutcentral axes thereof (e.g., axes 117), as well as about first rotatableportion 112 such that both carrier 118 and first rotatable portion 112rotate; and the rotation of carrier 118 driving the output shaft 32.

With ring gear 124 fixed by output brake 170, second electromagneticdevice 50 may operate as a motor. In one embodiment, secondelectromagnetic device 50 receives electrical energy generated by firstelectromagnetic device 40. First electromagnetic device 40 operates as agenerator, removing a rotational mechanical energy from first rotatableportion 112 through neutral clutch 22. The sun gear 122 conveysrotational mechanical torque from the second electromagnetic device 50to the plurality of planetary gears 126 such that each further rotatesabout sun gear 122 (e.g., at an increased rotational speed, etc.). Therotation of the plurality of planetary gears 126 (e.g., effected by sungear 122, etc.) drives carrier 128 and thereby carrier 118. Carrier 118drives output shaft 32 at a mid range output speed and may thereby drivea vehicle at a mid range output speed.

As shown in FIG. 8, transmission 30 is selectively reconfigured into ahigh range mode of operation such that transmission 30 allows for a highoutput speed operation (e.g., in a forward direction of travel, etc.).In one embodiment, engine 20 provides a rotational mechanical energyinput such that second electromagnetic device 50 generates electricalpower while first electromagnetic device 40 uses the generatedelectrical power to provide a rotational mechanical energy output. Assuch, at least one of engine 20 and first electromagnetic device 40provide rotational mechanical energy to drive at least one of tires 62and tires 72. In an alternative embodiment, first electromagnetic device40 operates as a generator and second electromagnetic device 50 operatesas a motor when transmission 30 is configured in the high range mode.

As shown in FIG. 8 and Table 1, neutral clutch 22 and input coupledclutch 140 are engaged when transmission 30 is configured in the highrange mode. As shown in FIG. 8, the engagement of input coupled clutch140 with connecting shaft 36 rotationally couples engine 20 and secondelectromagnetic device 50. By way of example, engine 20 may provide arotational mechanical energy input to connecting shaft 36 such thatsecond electromagnetic device 50 generates electrical energy. In oneembodiment, first electromagnetic device 40 receives the electricalenergy generated by second electromagnetic device 50. Firstelectromagnetic device 40 operates as a motor, providing a rotationalmechanical energy input to first rotatable portion 112 through neutralclutch 22 that drives connecting members 116 and carrier 118.

Referring still to FIG. 8, power from engine 20 is transferred to secondrotatable portion 114 and connecting members 116. The connecting members116 are driven by at least one of engine 20 (e.g., via second rotatableportion 114, etc.) and first electromagnetic device 40 (e.g., via firstrotatable portion 112, etc.). Carrier 118 rotates, which drives outputshaft 32 such that the rotational mechanical energy provided by engine20 and first electromagnetic device 40 drives a vehicle at a high rangespeed.

As shown in FIG. 9, transmission 30 is selectively reconfigured into anintermediate shift mode of operation that facilitates transitioningtransmission 30 (i.e., shifting, changing modes, etc.) between the midrange mode of operation and the high range mode of operation. Accordingto the embodiment shown in FIG. 9, neutral clutch 22, input coupledclutch 140, and output brake 170 are engaged when transmission 30 isselectively reconfigured into the intermediate shift mode of operation.According to an exemplary embodiment, the intermediate shift modeprovides a smooth and robust shifting strategy that functions reliablyeven in a wide variety of operating conditions, when using various typesof oil for the components of transmission 30, and when experiencingvalve nonlinearities that may be present in one or more valves oftransmission 30. The intermediate shift mode may provide a zero inertiashift through and across two or more overlapping ranges (e.g., the midrange and the high range, etc.). According to the exemplary embodimentshown in FIGS. 7-9, the intermediate shift mode eliminates the need tosimultaneously disengage output brake 170 and engage input coupledclutch 140 to shift from the mid range mode to the high range mode, orvice versa. The intermediate shift mode reduces jerking sensationsassociated with simultaneously disengaging output brake 170 and engaginginput coupled clutch 140 to shift from mid range to high range,providing a smoother ride.

During operation, the intermediate shift mode may be used to shift frommid range mode to high range mode or from high range mode to mid rangemode. In one embodiment, when shifting between the mid range mode andthe high range mode, both input coupled clutch 140 and output brake 170are engaged for a period of time prior to disengaging input coupledclutch 140 or output brake 170. Transmission 30 may be selectivelyreconfigured into the intermediate shift mode in response to one or moreinputs reaching a predetermined threshold condition, the inputsincluding a rotational speed of second electromagnetic device 50 and arotational speed of connecting shaft 36 and/or engine 20. One or moresensors may be positioned to monitor the rotational speed of at leastone of engine 20, connecting shaft 36, a portion of secondelectromagnetic device 50, or still another component. A controller(e.g., controller 210, etc.) may reconfigure transmission 30 into theintermediate shift mode in response to sensing signals provided by theone or more sensors.

As shown in FIG. 10, transmission 30 is selectively reconfigured into alow speed reverse mode of operation. In one embodiment, engine 20provides a rotational mechanical energy input to transmission 30 suchthat first electromagnetic device 40 generates electrical power andsecond electromagnetic device 50 uses the generated electrical power toprovide a rotational mechanical energy input to transmission 30. Assuch, at least one of engine 20 and second electromagnetic device 50provide rotational mechanical energy to drive at least one of tires 62and tires 72 in a reverse direction (e.g., backwards, etc.). In analternative embodiment, first electromagnetic device 40 operates as amotor and second electromagnetic device 50 operates as a generator whentransmission 30 is configured in the low range reverse mode.

As shown in FIG. 10 and Table 1, neutral clutch 22 and output coupledclutch 150 are engaged when transmission 30 is configured in the lowspeed reverse mode. As shown in FIG. 10, the low speed reverse mode issubstantially similar to the low range mode of FIG. 6 in that outputcoupled clutch 150 couples gear set 190 to output shaft 32. In the lowspeed reverse mode, second electromagnetic device 50 may provide arotational mechanical energy input to transmission 30 in an oppositedirection as compared to the low range mode of FIG. 6.

As shown in FIG. 11, transmission 30 is selectively reconfigured into amid speed reverse mode of operation such that transmission 30 allows fora mid reverse output speed operation. In one embodiment, engine 20provides a rotational mechanical energy input such that firstelectromagnetic device 40 generates electrical power, and secondelectromagnetic device 50 uses the generated electrical power to providea rotational mechanical energy input to transmission 30. As such, atleast one of engine 20 and second electromagnetic device 50 provides arotational mechanical energy input to drive at least one of tires 62 andtires 72 in a reverse direction (e.g., backwards). In an alternativeembodiment, second electromagnetic device 50 operates as a generator andfirst electromagnetic device 40 operates as a motor when transmission 30is configured in the mid speed reverse mode. In still anotheralternative embodiment, both first electromagnetic device 40 and secondelectromagnetic device 50 operate as a generator in the mid speedreverse mode.

As shown in FIG. 11 and Table 1, neutral clutch 22 and output brake 170are engaged when transmission 30 is configured in the mid speed reversemode. As shown in FIG. 11, output brake 170 inhibits the rotation ofgear set 190 (e.g., gear 192, gear 194, gear 196, etc.). Output brake170 thereby rotationally fixes ring gear 124. According to the exemplaryembodiment shown in FIG. 11, an energy flow path for the mid speedreverse mode includes: engine 20 providing a rotational mechanicalenergy input to connecting shaft 36 that is conveyed to second rotatableportion 114; and second rotatable portion 114 driving connecting members116 to rotate about central axes thereof (e.g., axes 117), as well asabout first rotatable portion 112 such that both carrier 118 and firstrotatable portion 112 rotate.

Referring still to FIG. 11, the rotation of carrier 118 drives carrier128, which rotates the plurality of planetary gears 126 about centralaxes thereof, as well as about sun gear 122. With ring gear 124 fixed byoutput brake 170, second electromagnetic device 50 may operate as amotor. In one embodiment, second electromagnetic device 50 receiveselectrical energy generated by first electromagnetic device 40.Accordingly, first electromagnetic device 40 operates as a generator,removing a rotational mechanical energy from first rotatable portion 112through neutral clutch 22. Second electromagnetic device 50 receiveselectrical energy from first electromagnetic device 40, applying arotational mechanical torque to sun gear 122. The sun gear 122 conveysthe rotational mechanical torque to the plurality of planetary gears 126such that each further rotates about sun gear 122 (e.g., at an increasedrotational speed, etc.). The rotation of the plurality of planetarygears 126 (e.g., effected by sun gear 122, etc.) drives carrier 128 andthereby carrier 118. Carrier 118 drives output shaft 32 at a mid reverseoutput speed and may thereby drive a vehicle at a mid reverse outputspeed.

As shown in FIG. 12, transmission 30 is selectively reconfigured into apower generation mode such that rotation of connecting shaft 36 rotatesfirst electromagnetic device 40 and second electromagnetic device 50 togenerate electrical power. In one embodiment, the electrical power isstored for future use. In another embodiment, the electrical power isused to power internal devices (e.g., control system 200, components ofthe vehicle, etc.) and/or external devices. As shown in FIG. 12 andTable 1, neutral clutch 22 and input coupled clutch 140 are engaged whentransmission 30 is configured in the power generation mode.

According to an exemplary embodiment, engine 20 provides a rotationalmechanical energy input to connecting shaft 36, which drives both firstelectromagnetic device 40 and second electromagnetic device 50. As shownin FIG. 12, second electromagnetic device 50 is rotationally coupled toengine 20 via the engagement of input coupled clutch 140 with connectingshaft 36 such that second electromagnetic device 50 generates electricalpower. According to the exemplary embodiment shown in FIG. 12, an energyflow path for the power generation mode includes: connecting shaft 36provides rotational mechanical energy to second rotatable portion 114 ofpower split 110; second rotatable portion 114 conveys the rotationalmechanical energy from connecting shaft 36 to connecting members 116;the connecting members 116 rotate about central axes thereof (e.g., axes117), thereby transferring rotational mechanical energy to firstrotatable portion 112; first rotatable portion 112 provides therotational mechanical energy from engine 20 to first electromagneticdevice 40 through the shaft of first electromagnetic device 40 andneutral clutch 22 such that first electromagnetic device 40 generateselectrical power. In some embodiments, a brake is applied to front axle60 and/or rear axle 70 to prevent movement of the vehicle 10 in thepower generation mode.

According to an alternative embodiment, engine 20 does not provide arotational mechanical energy input to drive a vehicle. By way ofexample, first electromagnetic device 40, second electromagnetic device50, and/or another device may store energy during the above mentionedmodes of operation. When sufficient energy is stored (e.g., above athreshold level, etc.), at least one of first electromagnetic device 40and second electromagnetic device 50 may provide a rotational mechanicalenergy output such that the vehicle is driven without an input fromengine 20 (e.g., an electric mode, etc.).

As shown in FIG. 13, transmission 30 is selectively reconfigured into anelectric PTO mode of operation such that first electromagnetic device 40allows for operation of the PTO output 80 coupled to the secondaryoutput clutch 42 without operation of engine 20 or transmission 30. Theelectric PTO mode may be more efficient than other modes of operationthat drive the PTO outputs 80 through the jack shaft 34, as no energy isexpended moving components of engine 20 or transmission 30 in theelectric PTO mode. Further, without engine 20 and transmission 30operating, the vehicle may operate more quietly overall (e.g., withoutengine noise, without noises generated by movement of gears intransmission 30, etc.). In one embodiment, first electromagnetic deviceuses electrical energy from an energy storage device (e.g., a battery, acapacitor, etc.) and provides a rotational mechanical energy input todrive PTO output 80. In such embodiments, the electric PTO modefacilitates driving the PTO output 80 without consuming fuel (e.g., asoperation of engine 20 is not required).

As shown in FIG. 13 and Table 1, neutral clutch 22 is disengaged andsecondary output clutch 42 is engaged when transmission 30 is configuredin the electric PTO mode. As shown in FIG. 13, secondary output clutch42 couples the shaft of first electromagnetic device 40 to PTO output 80when engaged. With neutral clutch 22 disengaged, first electromagneticdevice 40 and PTO output 80 are rotationally decoupled from transmission30 and thereby may rotate independently of both engine 20 andtransmission 30. Accordingly, with only secondary output clutch 42engaged, energy flows directly from first electromagnetic device 40 toPTO output 80.

Although the figures may show a specific order of method steps, theorder of the steps may differ from what is depicted. Also two or moresteps may be performed concurrently or with partial concurrence. Suchvariation will depend on the software and hardware systems chosen and ondesigner choice. All such variations are within the scope of thedisclosure. Likewise, software implementations could be accomplishedwith standard programming techniques with rule-based logic and otherlogic to accomplish the various connection steps, processing steps,comparison steps, and decision steps.

As utilized herein, the terms “approximately,” “about,” “substantially,”and similar terms are intended to have a broad meaning in harmony withthe common and accepted usage by those of ordinary skill in the art towhich the subject matter of this disclosure pertains. It should beunderstood by those of skill in the art who review this disclosure thatthese terms are intended to allow a description of certain featuresdescribed and claimed without restricting the scope of these features tothe precise numerical ranges provided. Accordingly, these terms shouldbe interpreted as indicating that insubstantial or inconsequentialmodifications or alterations of the subject matter described and claimedare considered to be within the scope of the invention as recited in theappended claims.

It should be noted that the terms “exemplary” and “example” as usedherein to describe various embodiments is intended to indicate that suchembodiments are possible examples, representations, and/or illustrationsof possible embodiments (and such term is not intended to connote thatsuch embodiments are necessarily extraordinary or superlative examples).

The terms “coupled,” “connected,” and the like, as used herein, mean thejoining of two members directly or indirectly to one another. Suchjoining may be stationary (e.g., permanent, etc.) or moveable (e.g.,removable, releasable, etc.). Such joining may be achieved with the twomembers or the two members and any additional intermediate members beingintegrally formed as a single unitary body with one another or with thetwo members or the two members and any additional intermediate membersbeing attached to one another.

References herein to the positions of elements (e.g., “top,” “bottom,”“above,” “below,” “between,” etc.) are merely used to describe theorientation of various elements in the figures. It should be noted thatthe orientation of various elements may differ according to otherexemplary embodiments, and that such variations are intended to beencompassed by the present disclosure.

Also, the term “or” is used in its inclusive sense (and not in itsexclusive sense) so that when used, for example, to connect a list ofelements, the term “or” means one, some, or all of the elements in thelist. Conjunctive language such as the phrase “at least one of X, Y, andZ,” unless specifically stated otherwise, is otherwise understood withthe context as used in general to convey that an item, term, etc. may beeither X, Y, Z, X and Y, X and Z, Y and Z, or X, Y, and Z (i.e., anycombination of X, Y, and Z). Thus, such conjunctive language is notgenerally intended to imply that certain embodiments require at leastone of X, at least one of Y, and at least one of Z to each be present,unless otherwise indicated.

It is important to note that the construction and arrangement of thesystems as shown in the exemplary embodiments is illustrative only.Although only a few embodiments of the present disclosure have beendescribed in detail, those skilled in the art who review this disclosurewill readily appreciate that many modifications are possible (e.g.,variations in sizes, dimensions, structures, shapes and proportions ofthe various elements, values of parameters, mounting arrangements, useof materials, colors, orientations, etc.) without materially departingfrom the novel teachings and advantages of the subject matter recited.For example, elements shown as integrally formed may be constructed ofmultiple parts or elements. It should be noted that the elements and/orassemblies of the components described herein may be constructed fromany of a wide variety of materials that provide sufficient strength ordurability, in any of a wide variety of colors, textures, andcombinations. Accordingly, all such modifications are intended to beincluded within the scope of the present inventions. Othersubstitutions, modifications, changes, and omissions may be made in thedesign, operating conditions, and arrangement of the preferred and otherexemplary embodiments without departing from scope of the presentdisclosure or from the spirit of the appended claims.

1. A drive system for a vehicle, comprising: a first planetary device; asecond planetary device directly coupled to the first planetary device;a connecting shaft directly coupled to the first planetary device,wherein the first planetary device, the second planetary device, and theconnecting shaft are radially aligned; a first electromagnetic device atleast selectively coupled to the first planetary device, wherein thefirst electromagnetic device includes a first shaft; a secondelectromagnetic device directly coupled to the second planetary device,wherein the second electromagnetic device includes a second shaft,wherein the first shaft and the second shaft are radially aligned withthe first planetary device, the second planetary device, and theconnecting shaft, and wherein the connecting shaft extends through thesecond planetary device to the first planetary device; a clutchpositioned to selectively rotationally couple the second shaft to theconnecting shaft, wherein the second electromagnetic device isrotationally engaged with the first planetary device when the clutch isengaged; and an output shaft coupled to the first planetary device,wherein the output shaft is radially aligned with the first planetarydevice, the second planetary device, and the connecting shaft.
 2. Thedrive system of claim 1, wherein the first planetary device isconfigured to vary a speed ratio between an input to the first planetarydevice and an output from the first planetary device.
 3. The drivesystem of claim 1, the clutch defining a first clutch, furthercomprising a second clutch positioned to selectively rotationally couplethe first shaft of the first electromagnetic device to a power takeoffoutput when engaged.
 4. The drive system of claim 1, wherein theconnecting shaft extends through the second electromagnetic device. 5.The drive system of claim 1, further comprising an auxiliary shaftradially offset from the connecting shaft and the output shaft, whereinthe auxiliary shaft is rotationally coupled to the first planetarydevice.
 6. The drive system of claim 5, the clutch defining a firstclutch, further comprising a second clutch positioned to selectivelyrotationally couple the second planetary device to the auxiliary shaftwhen engaged.
 7. The drive system of claim 6, further comprising a brakepositioned to selectively limit rotation of a portion of the secondplanetary device when engaged.
 8. The drive system of claim 1, whereinthe output shaft is directly coupled to the first planetary device. 9.The drive system of claim 8, wherein the output shaft extends away fromthe first planetary device and through the first electromagnetic device.10. A drive system for a vehicle, comprising: a first planetary deviceincluding a first rotatable portion, a second rotatable portion, atleast one connecting member coupling the first rotatable portion to thesecond rotatable portion, and a first carrier rotationally supportingthe at least one connecting member; a second planetary device includinga second carrier, wherein the first carrier is directly coupled to thesecond carrier; a first electromagnetic device at least selectivelycoupled to the first planetary device; a second electromagnetic devicecoupled to the second planetary device; and an output shaft directlycoupled to the first carrier, wherein the output shaft is configured totransport power from the first electromagnetic device and the secondelectromagnetic device to a tractive element of the vehicle; and whereinthe output shaft is aligned with the first electromagnetic device andthe second electromagnetic device.
 11. The drive system of claim 10,wherein the at least one connecting member is repositionable relative tothe first carrier such that a speed ratio between one of the firstrotatable portion, the second rotatable portion, and the first carrierand another of the first rotatable portion, the second rotatableportion, and the first carrier is variable.
 12. The drive system ofclaim 11, wherein the at least one connecting member is at least one ofa ball, a disc, and a wheel configured to frictionally engage the firstrotatable portion and the second rotatable portion.
 13. The drive systemof claim 10, further comprising a clutch positioned to selectivelyrotationally couple the first electromagnetic device to a power takeoffoutput when engaged.
 14. The drive system of claim 13, the clutchdefining a first clutch, further comprising a second clutch positionedto selectively rotationally couple the first rotatable portion to thefirst electromagnetic device when engaged, and wherein the secondelectromagnetic device is directly coupled to a sun gear of the secondplanetary device.
 15. The drive system of claim 10, further comprising aclutch positioned to selectively rotationally couple the secondelectromagnetic device to the second rotatable portion when engaged. 16.The drive system of claim 10, further comprising a brake positioned toselectively limit rotation of the second planetary device when engaged.17. A vehicle, comprising: a multi-mode transmission including: a firstplanetary device and a second planetary device, the first planetarydevice including a carrier, wherein the carrier and the second planetarydevice are directly coupled; a first motor/generator at leastselectively coupled to the first planetary device; a secondmotor/generator coupled to the second planetary device; and an outputshaft directly coupled to the carrier of the first planetary device andconfigured to selectively receive rotational mechanical energy from thefirst motor/generator and the second motor/generator; and a drive axlecoupled to the output shaft of the multi-mode transmission.
 18. Thevehicle of claim 17, wherein the first planetary device is configured tovary a speed ratio between an input to the first planetary device and anoutput from the first planetary device.
 19. The vehicle of claim 17,further comprising a clutch positioned to selectively couple the firstmotor/generator to a power takeoff output when engaged.
 20. The vehicleof claim 19, further comprising a brake, wherein the second planetarydevice includes a ring gear, wherein the brake is positioned toselectively limit rotation of the ring gear when engaged.